WO2019018325A1 - Evaporative loss control system - Google Patents

Abstract

A coupling arrangement within an evaporative loss control system is provided. The coupling arrangement includes a first conduit coupled to an air intake duct of a combustion engine at a first junction and to an atmosphere conduit of an evaporative loss control device at a second junction; and at least one valve located within the first junction, along the first conduit between the first junction and the second junction, or within the second junction, the at least one valve being selectable between a capture position and a purge position, the capture position opening the first conduit to gaseous flow between a canister of the evaporative loss control device and the air intake duct, the purge position closing the first conduit to gaseous flow between the canister of the evaporative loss control device and the air intake duct.

Description

EVAPORATIVE LOSS CONTROL SYSTEM

CROSS REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to U. S. Provisional Patent Application No. 62/535,370, filed on July 21 , 2017, hereby incorporated by reference.

FIELD OF THE DISCLOSURE

[0002] This disclosure relates to evaporative loss control systems, and more particularly, to valve and conduit arrangements used in evaporative loss control systems.

BACKGROUND

[0003] In many jurisdictions, fuel systems of vehicles are required to meet stringent emission requirements. To meet these requirements, many fuel systems include specialized, and in some instances dedicated, technical features that minimize emissions. For example, the automotive industry has developed evaporative loss control devices (ELCDs) to adsorb vapors that originate from fuel held in a tank of a vehicle. Conventional ELCDs include a canister filled with an adsorbent. The canister is connected to both a head space of the fuel tank and an air intake duct of an engine of the vehicle. When the engine is not in operation, the canister receives fuel vapors, and the adsorbent adsorbs the fuel vapors. The fuel vapors received by the canister while the engine is not in operation may be displaced from the fuel tank due to evaporation, displacement of fuel vapor by liquid fuel during refueling, and/or expansion of fuel vapors resulting from natural temperature fluctuations. While the engine is in operation, the canister receives fresh air, and the fresh air purges the adsorbent generating desorbed vapors. The desorbed fuel vapors are received by the engine via the air intake duct and combusted. In this way, conventional ELCDs prevent a substantial amount of fuel vapor emissions into our atmosphere.

SUMMARY

[0004] In one embodiment, a coupling arrangement within an evaporative loss control system is provided. The coupling arrangement includes a first conduit coupled to an air intake duct of a combustion engine at a first junction and to an atmosphere conduit of an evaporative loss control device at a second junction; and at least one valve located within the first junction, along the first conduit between the first junction and the second junction, or within the second junction, the at least one valve being selectable between a capture position and a purge position, the capture position opening the first conduit to gaseous flow between a canister of the evaporative loss control device and the air intake duct, the purge position closing the first conduit to gaseous flow between the canister of the evaporative loss control device and the air intake duct.

[0005] In the coupling arrangement, the at least one valve, in the capture position, may block gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit. The at least one valve, in the purge position, may open gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit. The canister of the evaporative loss control device may include activated carbon. The at least one valve may include a three-way valve located within the second junction and the second junction may join to the first conduit, the atmosphere conduit, and additional conduit coupled to the canister. The at least one valve may include a three-way valve located within the first junction and the first junction may join to the first conduit, the air intake duct, and additional conduit coupled to the canister. The first conduit may include a first portion and a second portion and the at least one valve may include a first two-way valve joining the first portion and the second portion, the first two-way valve being in the capture position when opened and being in the purge position when closed. The atmosphere conduit may include a third portion and a fourth portion and the at least one valve may include a second two-way valve joining the third portion and the fourth portion, the second two-way valve being in the capture position when closed and being in the purge position when opened.

[0006] The coupling arrangement may further include a second conduit coupled to the canister of the evaporative loss control device at a third junction and to the air intake duct at a fourth junction. In the coupling arrangement, the second conduit may include a third portion and a fourth portion and the coupling arrangement may further include a valve being selectable between an open position and a closed position, the valve joining the third portion and the fourth portion.

[0007] In another embodiment, a vehicle is provided. The vehicle includes a combustion engine; an air intake duct coupled to the combustion engine; and an evaporative loss control system comprising a coupling arrangement, the coupling arrangement comprising a first conduit coupled to the air intake duct at a first junction and to an atmosphere conduit of an evaporative loss control device at a second junction; and at least one valve within the second junction, the at least one valve being selectable between a capture position and a purge position, the capture position opening the first conduit to gaseous flow between a canister of the evaporative loss control device and the air intake duct, the purge position closing the first conduit to gaseous flow between the canister of the evaporative loss control device and the air intake duct.

[0008] In the vehicle, the at least one valve, in the capture position, may block gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit. The at least one valve, in the purge position, may open gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit. The air intake duct may include an adsorbent filter, an adsorbent coating, or both an adsorbent filter and an adsorbent coating. The canister of the evaporative loss control device may house activated carbon. The at least one valve may include a three-way valve located within the second junction and the second junction may join to the first conduit, the atmosphere conduit, and additional conduit coupled to the canister. The at least one valve may include a three-way valve located within the first junction and the first junction may join to the first conduit, the air intake duct, and additional conduit coupled to the canister. The first conduit may include a first portion and a second portion and the at least one valve may include a first two-way valve joining the first portion and the second portion, the first two-way valve being in the capture position when opened and being in the purge position when closed. The atmosphere conduit may include a third portion and a fourth portion and the at least one valve may include a second two-way valve joining the third portion and the fourth portion, the second two-way valve being in the capture position when closed and being in the purge position when opened.

[0009] The vehicle may further include second conduit coupled to the canister of the evaporative loss control device at a third junction and to the air intake duct at a fourth junction. In the vehicle, the second conduit may include a third portion and a fourth portion and the coupling arrangement further comprises a valve being selectable between an open position and a closed position, the valve joining the third portion and the fourth portion. The vehicle may further include a fuel tank coupled to the canister of the evaporative loss control device via a fuel tank conduit.

[0010] In another embodiment, a canister within an evaporative loss control system is provided. The canister includes an internal air intake conduit; an internal atmosphere conduit; a first conduit coupled to the internal air intake conduit at a first junction and to the internal atmosphere conduit at a second junction; an adsorbent chamber coupled to the first junction and the second junction; a first valve located within the first junction and being selectable between a first capture position and a first purge position, the first capture position enabling gaseous flow between the first conduit and the internal air intake conduit, the first purge position blocking gaseous flow between the first conduit and the internal air intake conduit; and a second valve located within the second junction and being selectable between a second capture position and a second purge position, the second capture position enabling gaseous flow between the first conduit and the adsorbent chamber, the second purge position blocking gaseous flow between the first conduit and the adsorbent chamber.

[0011] In the canister, the second valve, in the second capture position, may block gaseous flow between the adsorbent chamber and the internal atmosphere conduit. The second valve, in the second purge position, may enable gaseous flow between the internal atmosphere conduit and the adsorbent chamber.

[0012] In another embodiment, a method of controlling an evaporative loss control system including a first conduit coupled to an air intake duct of a combustion engine is provided. The method includes acts of determining whether the combustion engine is operating and selecting, in response to determining that the combustion engine is not operating, a capture position for at least one valve within the evaporative loss control system, the capture position opening the first conduit to gaseous flow between a canister of an evaporative loss control device and the air intake duct.

[0013] The first conduit may be coupled to the air intake duct at a first junction and coupled to an atmosphere conduit of the evaporative loss control device at a second junction, and the act of selecting the capture position for the at least one valve may include an act of selecting an open position for a three-way valve located within the second junction, the open position opening the first conduit to gaseous flow between the canister and the air intake duct. The first conduit may be coupled to the air intake duct at a first junction and coupled to an atmosphere conduit of the evaporative loss control device at a second junction, and the act of selecting the capture position for the at least one valve may include an act of selecting an open position for a two-way valve located along the first conduit between the first junction and the second junction, the open position opening the first conduit to gaseous flow between the canister and the air intake duct. The first conduit may be coupled to the air intake duct at a first junction and coupled to an atmosphere conduit of the evaporative loss control device at a second junction, and the act of selecting the capture position for the at least one valve may include an act of selecting an open position for a three-way valve located within the first junction, the open position opening the first conduit to gaseous flow between the canister and the air intake duct.

[0014] The first conduit may be coupled to the air intake duct at a first junction and coupled to an atmosphere conduit of the evaporative loss control device at a second junction, and the act of selecting the capture position for the at least one valve may include an act of selecting an open position for a first three-way valve located within the first junction and selecting an open position for a second three-way valve located within the second junction, the open position for the first three-way valve opening the first junction to gaseous flow between the first conduit and the air intake duct, the open position for the second three-way valve opening the second junction to gaseous flow between the first conduit and the canister. The first conduit may be coupled to the air intake duct at a first junction and coupled to an atmosphere conduit of the evaporative loss control device at a second junction, and the act of selecting the capture position for the at least one valve may include an act of selecting an open position for a first three- way valve located within the first junction and selecting an open position for a second three-way valve located within the second junction, the open position for the first three- way valve opening the first junction to gaseous flow between the first conduit and the air intake duct, the open position for the second three-way valve opening the second junction to gaseous flow between the first conduit and the canister.

[0015] In another embodiment, a method of controlling a canister within an evaporative loss control system coupled to a combustion engine is provided. The canister includes an intemal air intake conduit, an internal atmosphere conduit, a first conduit coupled to the internal air intake conduit at a first junction and coupled to an internal atmosphere conduit at a second junction, and an adsorbent chamber coupled to the first junction and the second junction. The method includes acts of determining whether the combustion engine is operating; and selecting a capture position for the at least one valve at least in part by selecting an open position for a first three-way valve located within the first junction and selecting an open position for a second three-way valve located within the second junction, the open position for the first three-way valve opening the first junction to gaseous flow between the first conduit and the intemal air intake conduit, the open position for the second three-way valve opening the second junction to gaseous flow between the first conduit and the adsorbent chamber.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Various aspects of at least one example are discussed below with reference to the accompanying figures, which are not intended to be drawn to scale. The figures are included to provide an illustration and a further understanding of the various aspects and examples, and are incorporated in and constitute a part of this specification, but are not intended to limit the scope of the disclosure. The drawings, together with the remainder of the specification, serve to explain principles and operations of the described and claimed aspects and examples. In the figures, each identical or nearly identical component that is illustrated in various figures is represented by a like numeral. For purposes of clarity, not every component may be labeled in every figure.

[0017] FIG. 1 is a schematic diagram of an ELCD coupled to a combustion engine.

[0018] FIG. 2 is a schematic diagram of an evaporative loss control system coupled to a combustion engine in accordance with at least one example disclosed herein.

[0019] FIG. 3 is another schematic diagram of the evaporative loss control system of

FIG. 2 coupled to a combustion engine in accordance with at least one example disclosed herein.

[0020] FIG. 4 is a schematic diagram of another evaporative loss control system coupled to a combustion engine in accordance with at least one example disclosed herein.

[0021] FIG. 5 is another schematic diagram of the evaporative loss control system of FIG. 4 coupled to a combustion engine in accordance with at least one example disclosed herein.

[0022] FIG. 6 is a schematic diagram of another evaporative loss control system coupled to a combustion engine in accordance with at least one example disclosed herein.

[0023] FIG. 7 is another schematic diagram of the evaporative loss control system of FIG. 6 coupled to a combustion engine in accordance with at least one example disclosed herein.

[0024] FIG. 8 is a schematic diagram of another evaporative loss control system coupled to a combustion engine in accordance with at least one example disclosed herein. [0025] FIG. 9 is another schematic diagram of the evaporative loss control system of FIG. 8 coupled to a combustion engine in accordance with at least one example disclosed herein.

[0026] FIG. 10 is a schematic diagram of a canister of an evaporative loss control system coupled to a combustion engine in accordance with at least one example disclosed herein.

[0027] FIG. 11 is another schematic diagram of the canister of the evaporative loss control system of FIG. 10 coupled to a combustion engine in accordance with at least one example disclosed herein.

[0028] FIG. 12 is a flow diagram illustrating a process for controlling an evaporative loss control system in accordance with at least one example disclosed herein. [0029] FIG. 13 is a flow diagram illustrating another process for controlling an evaporative loss control system in accordance with at least one example disclosed herein. [0030] FIG. 14 is a flow diagram illustrating another process for controlling an evaporative loss control system in accordance with at least one example disclosed herein. [0031] FIG. 15 is a flow diagram illustrating another process for controlling an evaporative loss control system in accordance with at least one example disclosed herein. [0032] FIG. 16 is a flow diagram illustrating another process for controlling an evaporative loss control system in accordance with at least one example disclosed herein.

DETAILED DESCRIPTION

[0033] Evaporative loss control systems disclosed herein include an innovative coupling arrangement that enables the evaporative loss control systems to control fuel vapor emissions. In some examples, the coupling arrangement includes conduit and junctions that enable or prevent gaseous flow between various parts of the evaporative loss control system. In these examples, the path of gaseous flow enabled or prevented by the coupling arrangement depends on whether an attached engine is in operation. Specific configurations of the coupling arrangement are described in detail below.

[0034] Use of the coupling arrangement is recognized as providing a variety of benefits. For instance, the presence of the coupling arrangement within an evaporative loss control system enables some components of conventional ELCDs to be omitted from the evaporative loss control system. Examples of such components include scrubbers, which are conventionally used to reduce bleed emissions that may escape an ELCD via a connection between a canister of the ELCD and the atmosphere. Another benefit of the coupling arrangement is the introduction of additional volume within the evaporative loss control system. This additional volume may help prevent both hot soak and bleed emissions as described further below.

[0035] Still other aspects and advantages of various examples are discussed in detail below. It is to be understood that both the foregoing information and the following detailed description are merely illustrative examples of various aspects and examples, and are intended to provide an overview or framework for understanding the nature and character of the claimed aspects and examples. References to "an example," "some examples," "at least one example," "another example," "other examples," and the like are not necessarily mutually exclusive and are intended to indicate that a particular feature, structure, or characteristic described in connection with the example may be included in one or more examples. The appearances of such terms herein are not necessarily all referring to the same example. Any example disclosed herein may be combined with any other example.

[0036] Also, the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. Any references to examples, components, elements, or acts of the systems and methods herein referred to in the singular may also embrace examples including a plurality, and any references in plural to any example, component, element or act herein may also embrace examples including only a singularity. References in the singular or plural form are not intended to limit the presently disclosed systems or methods, their components, acts, or elements. The use herein of "including," "comprising," "having," "containing," "involving," and variations thereof is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. References to "or" may be construed as inclusive so that any terms described using "or" may indicate any of a single, more than one, and all of the described terms.

Evaporative Loss Control Systems and Devices

[0037] To provide context for certain aspects of the example coupling arrangements described herein, an ELCD will now be described in detail with reference to FIG. 1. As shown, FIG. 1 illustrates an ELCD 100 and an engine 102. The engine 102 includes conventional combustion engine components (e.g., valves, pistons, exhaust ducts, a fuel injector 132, a combustion chamber 130, etc.), and an air intake duct 104. The air intake duct 104 includes a particulate/adsorbent filter 106. The ELCD 100 includes an air intake conduits 108 and 112, a valve 110, a canister 114, a scrubber conduit 116, a scrubber 118, an atmosphere conduit 120, a fuel tank conduit 122, and a fuel tank 124. The fuel tank 124 contains both liquid fuel and fuel vapors 126. More specifically, the fuel vapors 126 occupy head space within the fuel tank 124. The canister 114 may include multiple compartments and is filled with adsorbent, such as activated carbon. Further, it is appreciated that the various conduits may be segmented into portions and that these portions may be joined by valves. For example, as illustrated in FIG. 1, the air intake conduits 108 and 112 are joined by the valve 110. [0038] As shown in FIG. 1 , the canister 114 is coupled to the air intake duct 104 via the air intake conduit 108, the valve 110, and the air intake conduit 112. In some examples, the valve 110 is a two-way valve selectable to an open position and a closed position. When the valve 110 is in the open position, gases (e.g., some combination of atmospheric gases and fuel vapor) can flow between the canister 114 and the air intake duct 104. The open position for the valve 110 is also referred to herein as its purge position. When the valve 110 is in the closed position, gases are blocked from flowing between the canister 114 and the air intake duct 104. The closed position for the valve 110 is also referred to herein as its capture position.

[0039] As further illustrated in FIG. 1, the canister 114 is coupled to the fuel tank 124 via the fuel tank conduit 122. The fuel tank conduit 122 enables gaseous flow between the fuel tank 124 and the canister 114. Additionally, the canister 114 is coupled to the scrubber 118 via the scrubber conduit 116, and the scrubber 118 is coupled to the atmosphere conduit 120. The atmosphere conduit 120 enables gaseous flow between the atmosphere and the scrubber 118, and the scrubber conduit 116 enables gaseous flow between the scrubber 118 and the canister 114.

[0040] The valve 1 10 is maintained in the closed position when the engine 102 is not in operation (i.e., not combusting fuel), thereby blocking flow of gases between the canister 114 and the air intake duct 104. This blockage ensures that fuel vapors 126 released from the fuel tank 124 flow to the canister 114 and are adsorbed by the adsorbent contained therein. This adsorption largely prevents emission of the fuel vapors 126 to the atmosphere.

[0041] When the engine 102 is in operation (i.e. combusting fuel), the valve 110 is selectively and variably opened and closed to mix gases including fuel vapors from the canister 1 14 with gases flowing from the atmosphere via the air intake duct 104. This action allows flow of gases including fuel vapors from the canister 114 to the air intake duct 104 via the air intake conduit 112, the valve 1 10, and the air intake conduit 108. Such a flow is induced, at least in part, by a decrease in pressure in the air intake duct 104 resulting from operation of the engine 102. This flow of gases, in turn, induces a flow of fresh air into the canister 1 14 from the atmosphere via the atmosphere conduit 120, the scrubber 118, and the scrubber conduit 116. This flow of fresh air purges the adsorbent in the canister 114, thereby desorbing fuel vapors from the adsorbent. The desorbed fuel vapors are conveyed to the engine via the air intake conduit 1 12, the valve 110, and the air intake conduit 108. The air intake duct 104, in turn, conveys received fuel vapors to the other depicted components of the engine, where they are combusted.

[0042] The purging of the adsorbent in the canister 114 described above largely restores the adsorption capacity of the adsorbent, thereby making it ready to adsorb new fuel vapors released from the fuel tank 124 when the engine is not in operation. However, adsorbed fuel vapors are not desorbed completely during each purge, resulting in a certain amount of rest loading of hydrocarbons on the adsorbent after purge (which is referred to herein as "heel"). Left unchecked, heel would slowly generate bleed emissions to the atmosphere. However, as shown in FIG. 1 , these potential bleed emissions are received by the scrubber 1 18 from the canister 1 14 via the scrubber conduit 116. The scrubber 118 contains adsorbent, typically structured within a honeycomb design, that adsorbs the potential bleed emissions. The adsorbent within the scrubber 1 18 is almost completely purged while the engine 102 is in operation enabling it to effectively prevent bleed emissions for the life of the engine 102.

[0043] Additionally, while the engine 102 is in operation, the fuel injector 132 deposits fuel into the combustion chamber 130 of the engine 102. When the engine 102 ceases operation, residual fuel 128 that has not been combusted resides within the engine 102. In addition, fuel injectors 132 can generate additional residual fuel 128 when the pressure in their feed conduit builds up due to an increase of fuel temperature (which is referred to herein as "induction emission). Left unchecked, this residual fuel 128 would generate hot soak emissions. However, the air intake duct 104 and the particulate/adsorbent filter 106 can be coated with adsorbent that adsorbs these potential hot soak emissions. The adsorbent present in the air intake duct 104 and the particulate/adsorbent filter 106 is purged by a flow of fresh air through the air intake duct 104 during operation of the engine 102.

[0044] FIG. 2 illustrates an evaporative loss control system 200 including a coupling arrangement 202 in accordance with the various examples disclosed herein. The evaporative loss control system 200 includes the fuel tank 124, the fuel tank conduit 122, the canister 114, the air intake conduit 1 12, and the valve 1 10 described above with reference to FIG. 1. These components of the evaporative loss control system 200 are structured and function as described above with reference to FIG. 1. The evaporative loss control system 200 also includes the coupling arrangement 202. As shown in FIG. 2, the coupling arrangement 202 includes atmosphere conduits 204 and 208, junctions 206 and 212, a capture conduit 210, and air intake conduits 214 and 216.

[0045] As shown in FIG. 2, the canister 1 14 is coupled to the air intake duct 104 using two distinct assemblies that each enable gases to flow between the canister 114 and the air intake duct 104. The first of these assemblies, which is a capture assembly, includes the atmosphere conduit 204, the junction 206, the capture conduit 210, the junction 212, and the air intake conduit 216. The second of these assemblies, which is a purge assembly, includes the air intake conduit 112, the valve 110, the air intake conduit 214, the junction 212, and the air intake conduit 216. [0046] In some examples illustrated by FIG. 2, the junction 206 includes a valve (e.g., a three-way valve) selectable to, at least, a first open position and a second open position. As illustrated in FIG. 2, this valve is in the first open position, which allows gases to flow between the canister 114 and the air intake duct 104 via the capture assembly and blocks gaseous flow to and from the atmosphere via the atmosphere conduit 208. The first open position of the valve included in the junction 206 is also referred to herein as its capture position. The valve within the junction 206 is in the first open position when the engine 102 is not in operation. This configuration directs any potential bleed emissions to the air intake duct 104, where they are adsorbed by the adsorbent present in the air intake duct 104 and the parti culate/adsorbent filter 106.

[0047] FIG. 3 illustrates the evaporative loss control system 200 when the engine 102 is in operation. As shown in FIG. 3, the valve within the junction 206 is in the second open position, which allows gases to flow between the canister 1 14 and the air intake duct 104 via the purge assembly and blocks gaseous flow via the capture assembly. The second open position of the valve included in the junction 206 is also referred to herein as its purge position. In this configuration, fresh air flows to the canister 1 14 from the atmosphere via the atmosphere conduit 208, the junction 206, and the atmosphere conduit 204. This configuration purges the adsorbent contained in the canister 114 and combusts desorbed fuel vapors as described above with reference to FIG. 1.

[0048] It is appreciated that various components of the evaporative loss control system 200 can be removed or rearranged to achieve effects similar to those described above. For example, the air intake conduit 1 12 may be removed and replaced by the valve 1 10 such that the valve 110 abuts the canister 1 14. Similarly, the atmosphere conduit 204 may be removed and replaced by the junction 206 such that the junction 206 abuts the canister 1 14. Moreover, the capture conduit 210 may be coupled directly to the air intake duct 104, thereby allow gaseous flow to bypass the air intake conduit 216. Additionally or alternatively, the valve 110 may be replaced with a flow controller under the control of a Powertrain Control Module (PCM). Furthermore, it is appreciated that when retrofitting a vehicle to install any of the embodiments disclosed herein, one or more of the valves or flow controllers utilized by the embodiment may be part of a pre-existing ELCD (e.g., part of a PCM or on board diagnostic system) within the vehicle. These and other such variations are considered to be within the scope of the examples disclosed herein.

[0049] FIG. 4 depicts another example variation. As shown, FIG. 4 illustrates an evaporative loss control system 400 including a coupling arrangement 402 in accordance with the various examples disclosed herein. The coupling arrangement 402 replaces the three-way valve included in the junction 206 with two distinct two-way valves 412 and 414.

[0050] As shown in FIG. 4, the evaporative loss control system 400 includes the fuel tank 124, the fuel tank conduit 122, the canister 114, the air intake conduit 112, and the valve 110 described above with reference to FIG. 1. These components of the evaporative loss control system 400 are structured and function as described above with reference to FIG. 1. The evaporative loss control system 400 also includes the air intake conduit 214, the junction 212, and the air intake conduit 216 described above with reference to FIGS. 2 and 3. These components of the evaporative loss control system 400 are structured and function as described above with reference to FIGS. 2 and 3. As shown in FIG. 4, the coupling arrangement 402 includes atmosphere conduits 404 and 408, a junction 406, a capture conduit 410, and valves 412 and 414.

[0051] As shown in FIG. 4, the canister 114 is coupled to the air intake duct 104 using two distinct assemblies that each enable gases to flow between the canister 114 and the air intake duct 104. One of these assemblies is the purge assembly described above with reference to FIGS. 2 and 3. The other of these assemblies, which is a two valve capture assembly, includes the atmosphere conduit 404, the junction 406, the valve 412, the capture conduit 410, the junction 212, and the air intake conduit 216.

[0052] In some examples illustrated by FIG. 4, each of the valves 412 and 414 is a two-way valve selectable between an open position and a closed position. As illustrated in FIG. 4, the valve 412 is in an open position, which allows gases to flow between the canister 114 and the air intake duct 104 via the capture conduit 410. The open position of the valve 412 is also referred to herein as its capture position. The valve 414 is in the closed position, which blocks gaseous flow to and from the atmosphere via the atmosphere conduit 408. The closed position of the valve 414 is also referred to herein as its capture position. The valve 412 is in the open position and the valve 414 is in the closed position when the engine 102 is not in operation. This configuration directs any potential bleed emissions to the air intake duct 104, where they are adsorbed by the adsorbent present in the air intake duct 104 and the parti culate/adsorbent filter 106.

[0053] FIG. 5 illustrates the evaporative loss control system 400 when the engine 102 is in operation. As shown in FIG. 5, the valve 414 is in an open position, which enables gaseous flow from the atmosphere via the atmosphere conduit 408. The open position of the valve 414 is also referred to herein as its purge position. The valve 412 is in the closed position, which blocks gaseous flow via the capture conduit 410. The closed position of the valve 412 is also referred to herein as its purge position. In this configuration, fresh air flows to the canister 114 from the atmosphere via the atmosphere conduit 408, the valve 414, the junction 406, and the atmosphere conduit 404. This configuration purges the adsorbent contained in the canister 114 and combusts desorbed fuel vapors as described above with reference to FIG. 1. [0054] FIG. 6 depicts another example variation. As shown, FIG. 6 illustrates an evaporative loss control system 600 including a coupling arrangement 602 in accordance with the various examples disclosed herein. The evaporative loss control system 600 includes the fuel tank 124, the fuel tank conduit 122, and the canister 114 described above with reference to FIG. 1. These components of the evaporative loss control system 600 are structured and function as described above with reference to FIG. 1. As shown in FIG. 6, the coupling arrangement 602 includes atmosphere conduits 604 and 608, junctions 606 and 612, a capture conduit 610, air intake conduits 614 and 616, and valve 618.

[0055] As shown in FIG. 6, the canister 114 is coupled to the air intake duct 104 using two distinct assemblies that each enable gases to flow between the canister 114 and the air intake duct 104. The first of these assemblies, which is a capture assembly, includes the atmosphere conduit 604, the junction 606, the capture conduit 610, the junction 612, and the air intake conduit 616. The second of these assemblies, which is a purge assembly, includes the air intake conduit 614, the junction 612, and the air intake conduit 616.

[0056] In some examples illustrated by FIG. 6, the junction 612 includes a valve (e.g., a three-way valve) selectable to, at least, a first open position and a second open position. As illustrated in FIG. 6, this valve is in the first open position, which allows gases to flow between the canister 114 and the air intake duct 104 via the capture assembly and blocks gaseous flow between the canister 114 and the air intake duct 104 via the air intake conduit 614. The first open position of the valve included in the junction 612 is also referred to herein as its capture position. Further, in these examples, the valve 618 is a two-way valve selectable between an open position and a closed position. As illustrated in FIG. 6, the valve 618 is in a closed position, which blocks gaseous flow between the canister 114 and the atmosphere via the atmosphere conduits 604 and 608 and the junction 606. The closed position of the valve 618 is also referred to herein as its capture position. The valve 618 is in the closed position and the valve within the junction 612 is in the first open position when the engine 102 is not in operation. This configuration directs any potential bleed emissions to the air intake duct 104, where they are adsorbed by the adsorbent present in the air intake duct 104 and the parti culate/adsorbent filter 106.

[0057] FIG. 7 illustrates the evaporative loss control system 600 when the engine 102 is in operation. As shown in FIG. 7, the valve within the junction 612 is in the second open position, which allows gases to flow between the canister 114 and the air intake duct 104 via the purge assembly and blocks gaseous flow via the capture assembly. The second open position of the valve included in the junction 612 is also referred to herein as its purge position. Further, as illustrated in FIG. 7, the valve 618 is in the open position, which allows gaseous flow from the atmosphere to the canister 114 via the atmosphere conduits 604 and 608 and the junction 606. The open position of the valve 618 is also referred to herein as its purge position. In this configuration, fresh air flows to the canister 114 from the atmosphere via the atmosphere conduit 608, the junction 606, and the atmosphere conduit 604. This configuration purges the adsorbent contained in the canister 114 and combusts desorbed fuel vapors as described above with reference to FIG. 1.

[0058] FIG. 8 depicts another example variation. As shown, FIG. 8 illustrates an evaporative loss control system 800 including a coupling arrangement 802 in accordance with the various examples disclosed herein. The evaporative loss control system 800 includes the fuel tank 124, the fuel tank conduit 122, and the canister 114 described above with reference to FIG. 1. These components of the evaporative loss control system 800 are structured and function as described above with reference to FIG. 1. As shown in FIG. 2, the coupling arrangement 802 includes atmosphere conduits 204 and 208, junctions 206 and 812, a capture conduit 810, and air intake conduits 814 and 816. The atmosphere conduits 204 and 208 and the junction 206 are structured and function as described above with reference to FIG. 2.

[0059] As shown in FIG. 8, the canister 114 is coupled to the air intake duct 104 using two distinct assemblies that each enable gases to flow between the canister 114 and the air intake duct 104. The first of these assemblies, which is a capture assembly, includes the atmosphere conduit 204, the junction 206, the capture conduit 810, the junction 812, and the air intake conduit 816. The second of these assemblies, which is a purge assembly, includes the air intake conduit 814, the junction 812, and the air intake conduit 816.

[0060] In some examples illustrated in FIG. 8, the junction 206 includes a first valve (e.g., a three-way valve) selectable to, at least, a first open position and a second open position. Similarly, the junction 812 includes a second valve (e.g., a second three-way valve) selectable to, at least, a first open position and a second open position. As illustrated in FIG. 8, the first valve is in its first open position and the second valve is in its first open position, which allows gases to flow between the canister 114 and the air intake duct 104 via the capture assembly. The first valve being in its first open position blocks gaseous flow between the atmosphere and the canister 114 via the atmosphere conduit 208. The second valve being in its first open position blocks gaseous flow between the canister 114 and the air intake duct 104 via the purge assembly. The first open positions of the first and second valves are referred to herein as capture positions. The first valve is in its first open position and the second valve is in its first open position when the engine 102 is not in operation. This configuration directs any potential bleed emissions to the air intake duct 104, where they are adsorbed by the adsorbent present in the air intake duct 104 and the parti culate/adsorbent filter 106. [0061] FIG. 9 illustrates the evaporative loss control system 800 when the engine 102 is in operation. As shown in FIG. 9, the first valve is in its second open position, which allows gases to flow between the canister 114 and the air intake duct 104 via the purge assembly. As shown in FIG. 9, the second valve is in its second open position, which allows gaseous flow between the canister 114 and the air intake duct 104 via the purge assembly. The first valve being in its second open position and/or the second valve being in its second open position blocks gaseous flow via the capture assembly. The second open positions of the first and second valves are referred to herein as purge positions. In this configuration, fresh air flows to the canister 114 from the atmosphere via the atmosphere conduit 208, the junction 206, and the atmosphere conduit 204. This configuration purges the adsorbent contained in the canister 114 and combusts desorbed fuel vapors as described above with reference to FIG. 1.

[0062] FIG. 10 illustrates another embodiment of the coupling arrangement in which the coupling arrangement is housed within a canister 1000. The canister 1000 may be used within an evaporative loss control system, such as any of those described above, in replacement of the canister 114, the various capture assemblies, the valves (e.g., the valve 110 and the valves within junctions 612 and 812), and the conduit connecting the valves to the canister (e.g., air intake conduits 112, 614, and 814).

[0063] As shown in FIG. 10, the canister 1000 includes an adsorbent chamber 1002, an internal capture conduit 1004, a first junction 1006, a second junction 1008, an internal fuel tank conduit 1010, an internal air intake conduit 1012, and an internal atmosphere conduit 1014. The internal fuel tank conduit 1010 is coupled to the fuel tank conduit 122. The internal air intake conduit 1012 is coupled to the air intake conduit 108. The internal atmosphere conduit 1014 is coupled to the atmosphere conduit 120. [0064] In some embodiments, the adsorbent chamber 1002 is filled with adsorbent, such as activated carbon. The adsorbent chamber 1002 is coupled to the internal fuel tank conduit 1010, which allows fuel vapors from the fuel tank to flow into the adsorbent chamber 1002 via the fuel tank conduit 122 and the internal fuel tank conduit 1010. These fuel vapors are adsorbed by the adsorbent as described above with reference to FIG. 1. The adsorbent chamber 1002 is also coupled to the junctions 1006 and 1008. The junctions 1006 and 1008 enable control of gaseous flow through the canister 1000. The junction 1006 is coupled to the internal air intake conduit 1012 and the internal capture conduit 1004 at a first end. The junction 1008 is coupled to the internal atmosphere conduit 1014 and the internal capture conduit 1004 at a second end.

[0065] In some examples illustrated in FIG. 10, the junction 1008 includes a first valve (e.g., a three-way valve) selectable to, at least, a first open position and a second open position. Similarly, the junction 1006 includes a second valve (e.g., a three-way valve) selectable to, at least, a first open position and a second open position. As illustrated in FIG. 10, the first valve is in its first open position and the second valve is in its first open position, which allows gases to flow between the adsorbent chamber 1002 and the air intake conduit 108 via the junction 1008, the internal capture conduit 1004, the junction 1006, and the internal air intake conduit 1012. The first valve being in its first open position blocks gaseous flow between the adsorbent chamber 1002 and the internal air intake conduit 1012 directly via the junction 1006. The second valve being in its first open position blocks gaseous flow between the internal atmosphere conduit 1014 and the adsorbent chamber 1002 via the junction 1008. The first open positions of the first and second valves are referred to herein as capture positions. The first valve is in its first open position and the second valve is in its first open position when the engine 102 is not in operation. This configuration directs any potential bleed emissions to the air intake duct 104 via the air intake conduit 108, where they are adsorbed by the adsorbent present in the air intake duct 104 and the particulate/adsorbent filter 106.

[0066] FIG. 1 1 illustrates the canister 1000 when the engine 102 is in operation. As shown in FIG. 11 , the first valve is in its second open position, which allows gases to flow between the adsorbent chamber 1002 and the air intake conduit 108 directly via the junction 1006 and the internal air intake conduit 1012. As shown in FIG. 1 1, the second valve is in its second open position, which allows gaseous flow between the atmosphere conduit 120 and the adsorbent chamber 1002 via the internal atmosphere conduit 1014 and the junction 1008. The first valve being in its second open position and/or the second valve being in its second open position blocks gaseous flow via the internal capture conduit 1004. The second open positions of the first and second valves are referred to herein as purge positions. In this configuration, fresh air flows to the adsorbent chamber 1002 from the atmosphere via the atmosphere conduit 120, the internal atmosphere conduit 1014, and the junction 1008. This flow of fresh air purges the adsorbent in the adsorbent, thereby desorbing fuel vapors from the adsorbent. The desorbed fuel vapors are conveyed to the engine via the junction 1006, the internal air intake conduit 1012, and the air intake conduit 108. This configuration purges the adsorbent contained in the adsorbent chamber 1002 and combusts desorbed fuel vapors as described above with reference to FIG. 1.

[0067] FIG. 12 illustrates a control process 1200 for controlling the various coupling arrangements described herein. In some examples, the control process 1200 is executed by a controller coupled to one or more sensors embedded within an engine (e.g., the engine 102), such as oxygen sensors and/or manifold air-pressure sensors. In these examples, the one or more sensors are connected to the controller via a controller area network (CAN) bus. Further, in these examples, the various valves described above with reference to FIGS. 2-1 1 are operably connected to the controller via the CAN bus. The controller may be implemented by one or more of a variety of general and/or special purpose processors or microcontrollers. Further, the control process 1200 may be encoded in, for example, software stored in volatile or non-volatile data storage and executable by the controller. Alternatively or additionally, the control process 1200 may be implemented in hardware using a field programmable gate array, application specific integrated circuit, or the like.

[0068] In some embodiments, the control process 1200 is executed by a PCM, which monitors, for example, the hydrocarbon concentration in the air mixture leading to the engine, to assure that the engine is fed with the right air-fuel ratio and thus no un- combusted hydrocarbons are emitted via the tailpipe gases. In these embodiments, the PCM is part of the on-board diagnostics system of a vehicle and the flow rate of purge air flowing through the canisters is actively controlled by the PCM. Further, in these embodiments, the PCM receives and processes analogue signals and/or digital data from various sensors and controllers integral to or near an evaporative loss control system (e.g., the evaporative loss control system 200). These sensors and controllers may include pressure sensors, gas pumps, and/or flow controllers. Many arrangements of such sensors and controllers will be apparent in view of the present disclosure.

[0069] The control process 1200 starts with the controller determining whether the engine is operational (i.e., combusting fuel) in act 1202. The controller may make this determination with reference to measured values returned by the one or more sensors. Where the controller determines that the engine is running, the controller executes act 1206. Where the controller determines that the engine is not running, the controller executes act 1210. [0070] In the act 1206, the controller transmits a control signal to each of one or more valves described above (e.g., the valve in the junction 206; the valves 412 and 414; the valve 618; or the valve in the junction 1008) that selects the purge position for each valve. In the act 1208, the controller transmits control signals to at least one valve (e.g., the valve 1 10, the valve in the junction 612, the valve in the junction 812, or the valve in the junction 1006) that variably open and close the valve to mix gases including fuel vapors from a canister (e.g., the canister 114) or an adsorbent chamber (e.g., the adsorbent chamber 1002) with gases flowing from the atmosphere via an air intake duct (e.g., the air intake duct 104). In the act 1210, the controller transmits a control signal to each of one or more valves described above that selects the capture position for each valve.

[0071] Processes in accord with the control process 1200 enable a vehicle control system to utilize the innovative coupling arrangements described herein to prevent bleed and hot soak emissions without employing a scrubber.

[0072] FIG. 13 illustrates another control process 1300 for controlling the coupling arrangements illustrated in FIGS. 2 and 3. In some examples, the control process 1300 is executed by a controller coupled to one or more sensors embedded within the engine, as described above.

[0073] The control process 1300 starts with the controller determining whether the engine is operational (i.e., combusting fuel) in act 1302. The controller may make this determination with reference to measured values returned by the one or more sensors. Where the controller determines that the engine is running, the controller executes act 1306. Where the controller determines that the engine is not running, the controller executes act 1310. [0074] In the act 1306, the controller transmits a control signal to a three-way valve (e.g., the valve located in the junction 206) that selects the second open position of the valve to allow gaseous flow from an atmosphere to the canister via atmosphere conduit (e.g., the atmosphere conduits 204 and 208). In the act 1308, the controller transmits control signals to a two-way valve (e.g., the valve 1 10) that variably open and close the valve to mix gases including fuel vapors from the canister with gases flowing from the atmosphere via the air intake duct.

[0075] In the act 1310, the controller transmits a control signal to the two-way valve that selects the closed position of the valve to block gaseous flow between the canister and the air intake duct via an air intake conduit (e.g., the air intake conduit 214). In the act 1312, the controller transmits a control signal to the three-way valve that selects the first open position of the valve to allow gaseous flow between the canister and the air intake duct via a capture conduit (e.g., the capture conduit 210).

[0076] Processes in accord with the control process 1300 enable a vehicle control system to utilize the innovative coupling arrangements illustrated in FIGS. 2 and 3 to prevent bleed and hot soak emissions without employing a scrubber.

[0077] FIG. 14 illustrates another control process 1400 for controlling the coupling arrangements illustrated in FIGS. 4 and 5. In some examples, the control process 1400 is executed by a controller coupled to one or more sensors embedded within the engine, as described above.

[0078] The control process 1400 starts with the controller determining whether the engine is operational (i.e., combusting fuel) in act 1402. The controller may make this determination with reference to measured values returned by the one or more sensors. Where the controller determines that the engine is running, the controller executes act 1406. Where the controller determines that the engine is not running, the controller executes act 1412.

[0079] In the act 1406, the controller transmits a control signal to a second two-way valve (e.g., the valve 412) that selects the closed position of the valve to block gaseous flow via a capture conduit (e.g., the capture conduit 410). In the act 1408, the controller transmits a control signal to a third two-way valve (e.g., the valve 414) that selects the open position of the valve to allow gaseous flow from an atmosphere to the canister via atmosphere conduit (e.g., the atmosphere conduits 408 and 404). In the act 1410, the controller transmits control signals to a first two-way valve (e.g., the valve 1 10) that variably open and close the valve to mix gases including fuel vapors from the canister with gases flowing from the atmosphere via the air intake duct.

[0080] In the act 1412, the controller transmits a control signal to the first two-way valve that selects the closed position of the valve to block gaseous flow between the canister and the air intake duct via the air intake conduit. In the act 1414, the controller transmits a control signal to the second two-way valve that selects the open position of the valve to allow gaseous flow via the capture conduit. In the act 1416, the controller transmits a control signal to the third two-way valve that selects the closed position of the valve to block gaseous flow between the canister and the atmosphere via the atmosphere conduit.

[0081] Processes in accord with the control process 1400 enable a vehicle control system to utilize the innovative coupling arrangements illustrated in FIGS. 4 and 5 to prevent bleed and hot soak emissions without employing a scrubber.

[0082] FIG. 15 illustrates another control process 1500 for controlling the coupling arrangements illustrated in FIGS. 6 and 7. In some examples, the control process 1500 is executed by a controller coupled to one or more sensors embedded within the engine, as described above.

[0083] The control process 1500 starts with the controller determining whether the engine is operational (i.e., combusting fuel) in act 1502. The controller may make this determination with reference to measured values returned by the one or more sensors. Where the controller determines that the engine is running, the controller executes act 1506. Where the controller determines that the engine is not running, the controller executes act 1510.

[0084] In the act 1506, the controller transmits a control signal to a two-way valve (e.g., the valve 618) that selects the open position of the valve to allow gaseous flow from an atmosphere to the canister via atmosphere conduit (e.g., the atmosphere conduits 604 and 608). In the act 1508, the controller transmits control signals to a three-way valve (e.g., the valve within the junction 612) that variably open and close the valve to mix gases including fuel vapors from the canister with gases flowing from the atmosphere via the air intake duct.

[0085] In the act 1510, the controller transmits a control signal to the three-way valve that selects the first open position of the valve to block gaseous flow between the canister and the air intake duct via an air intake conduit (e.g., the air intake conduit 614) and to allow gaseous flow from the canister to the air intake duct via a capture conduit (e.g., the capture conduit 610). In the act 1512, the controller transmits a control signal to the two- way valve that selects the closed position of the valve to block gaseous flow between the canister and the atmosphere via the atmosphere conduits.

[0086] Processes in accord with the control process 1500 enable a vehicle control system to utilize the innovative coupling arrangements illustrated in FIGS. 6 and 7 to prevent bleed and hot soak emissions without employing a scrubber. [0087] FIG. 16 illustrates another control process 1600 for controlling the coupling arrangements illustrated in FIGS. 8 and 9 or FIGS. 10 and 11. In some examples, the control process 1600 is executed by a controller coupled to one or more sensors embedded within the engine, as described above.

[0088] The control process 1600 starts with the controller determining whether the engine is operational (i.e., combusting fuel) in act 1602. The controller may make this determination with reference to measured values returned by the one or more sensors. Where the controller determines that the engine is running, the controller executes act 1606. Where the controller determines that the engine is not running, the controller executes act 1610.

[0089] In the act 1606, the controller transmits a control signal to a first three-way valve (e.g., the valve within the junction 206 or the valve within the junction 1008) that selects the second open position of the valve to allow gaseous flow. In some examples, this gaseous flow is from an atmosphere to the canister via atmosphere conduit (e.g., the atmosphere conduits 204 and 208). In other examples, this gaseous flow is from an atmosphere to an adsorbent chamber (e.g., the adsorbent chamber 1002) via internal atmosphere conduit (e.g., the internal atmosphere conduit 1014). In the act 1608, the controller transmits control signals to a second three-way valve (e.g., the valve within the junction 812 or the valve within the junction 1006) that variably open and close the valve to mix gases including fuel vapors from the canister or the adsorbent chamber with gases flowing from the atmosphere via the air intake duct.

[0090] In the act 1610, the controller transmits a control signal to the second three-way valve that selects the first open position of the valve to block gaseous flow. In some examples, the gaseous flow between the canister and the air intake duct via an air intake conduit (e.g., the air intake conduit 814) is blocked. In other examples, direct gaseous flow between the adsorbent chamber and a junction (e.g., the junction 1006) is blocked. In the act 1612, the controller transmits a control signal to the first three-way valve that selects the first open position of the valve to allow gaseous flow. In some examples, this gaseous flow is between the canister and the air intake duct via a capture conduit (e.g., the capture conduit 810). In other examples, this gaseous flow is between the adsorbent chamber and a junction (e.g., the junction 1006) via an internal capture conduit (the internal capture conduit 1004).

[0091] Processes in accord with the control process 1600 enable a vehicle control system to utilize the innovative coupling arrangements illustrated in FIGS. 8 and 9 or FIGS. 10 and 11 to prevent bleed and hot soak emissions without employing a scrubber.

[0092] The foregoing description of the embodiments of the invention has been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed. Many modifications and variations are possible in light of this disclosure. It is intended that the scope of the invention be limited not by this detailed description, but rather by the claims appended hereto.

Claims

CLAIMS What is claimed is:

1. A coupling arrangement within an evaporative loss control system, the coupling arrangement comprising:

a first conduit coupled to an air intake duct of a combustion engine at a first junction and to an atmosphere conduit of an evaporative loss control device at a second junction; and

at least one valve located within the first junction, along the first conduit between the first junction and the second junction, or within the second junction, the at least one valve being selectable between a capture position and a purge position, the capture position opening the first conduit to gaseous flow between a canister of the evaporative loss control device and the air intake duct, the purge position closing the first conduit to gaseous flow between the canister of the evaporative loss control device and the air intake duct.

2. The coupling arrangement of claim 1, wherein the at least one valve, in the capture position, blocks gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit.

3. The coupling arrangement of claim 1, wherein the at least one valve, in the purge position, opens gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit.

4. The coupling arrangement of claim 1, wherein the canister of the evaporative loss control device comprises activated carbon.

5. The coupling arrangement of claim 4, wherein the at least one valve comprises a three- way valve located within the second junction and the second junction joins to the first conduit, the atmosphere conduit, and additional conduit coupled to the canister.

6. The coupling arrangement of claim 4, wherein the at least one valve comprises a three- way valve located within the first junction and the first junction joins to the first conduit, the air intake duct, and additional conduit coupled to the canister. 7. The coupling arrangement of claim 4, wherein the first conduit comprises a first portion and a second portion and the at least one valve comprises a first two-way valve joining the first portion and the second portion, the first two-way valve being in the capture position when opened and being in the purge position when closed. 8. The coupling arrangement of claim 7, wherein the atmosphere conduit comprises a third portion and a fourth portion and the at least one valve comprises a second two-way valve joining the third portion and the fourth portion, the second two-way valve being in the capture position when closed and being in the purge position when opened. 9. The coupling arrangement of claim 1, further comprising second conduit coupled to the canister of the evaporative loss control device at a third junction and to the air intake duct at a fourth junction. 10. The coupling arrangement of claim 9, wherein the second conduit comprises a third portion and a fourth portion and the coupling arrangement further comprises a valve being selectable between an open position and a closed position, the valve joining the third portion and the fourth portion. 11. A vehicle comprising;

a combustion engine;

an air intake duct coupled to the combustion engine; and

an evaporative loss control system comprising a coupling arrangement, the coupling arrangement comprising

a first conduit coupled to the air intake duct at a first junction and to an atmosphere conduit of an evaporative loss control device at a second junction; and at least one valve within the second junction, the at least one valve being selectable between a capture position and a purge position, the capture position opening the first conduit to gaseous flow between a canister of the evaporative loss control device and the air intake duct, the purge position closing the first conduit to gaseous flow between the canister of the evaporative loss control device and the air intake duct. 12. The vehicle of claim 11, wherein the at least one valve, in the capture position, blocks gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit. 13. The vehicle of claim 11, wherein the at least one valve, in the purge position, opens gaseous flow between the canister of the evaporative loss control device and the atmosphere conduit. 14. The vehicle of claim 11, wherein the air intake duct comprises an adsorbent filter, an adsorbent coating, or both an adsorbent filter and an adsorbent coating. 15. The vehicle of claim 11, wherein the canister of the evaporative loss control device houses activated carbon. 16. The vehicle of claim 15, wherein the at least one valve comprises a three-way valve located within the second junction and the second junction joins to the first conduit, the atmosphere conduit, and additional conduit coupled to the canister. 17. The coupling arrangement of claim 15, wherein the at least one valve comprises a three-way valve located within the first junction and the first junction joins to the first conduit, the air intake duct, and additional conduit coupled to the canister.

90 18. The vehicle of claim 15, wherein the first conduit comprises a first portion and a

91 second portion and the at least one valve comprises a first two-way valve joining the first

92 portion and the second portion, the first two-way valve being in the capture position when

93 opened and being in the purge position when closed.

94

95 19. The vehicle of claim 18, wherein the atmosphere conduit comprises a third portion and

96 a fourth portion and the at least one valve comprises a second two-way valve joining the

97 third portion and the fourth portion, the second two-way valve being in the capture position

98 when closed and being in the purge position when opened.

99

100 20. The vehicle of claim 11, further comprising second conduit coupled to the canister of

101 the evaporative loss control device at a third junction and to the air intake duct at a fourth

102 junction.

103

104 21. The vehicle of claim 20, wherein the second conduit comprises a third portion and a

105 fourth portion and the coupling arrangement further comprises a valve being selectable

106 between an open position and a closed position, the valve joining the third portion and the

107 fourth portion.

108

109 22. The vehicle of claim 11, further comprising a fuel tank coupled to the canister of the

110 evaporative loss control device via a fuel tank conduit,

i n

112 23. A canister within an evaporative loss control system, the canister comprising:

113 an internal air intake conduit;

114 an internal atmosphere conduit;

115 a first conduit coupled to the internal air intake conduit at a first junction and to the

116 internal atmosphere conduit at a second junction;

117 an adsorbent chamber coupled to the first junction and the second junction;

118 a first valve located within the first junction and being selectable between a first

119 capture position and a first purge position, the first capture position

120 enabling gaseous flow between the first conduit and the internal air intake 121 conduit, the first purge position blocking gaseous flow between the first

122 conduit and the internal air intake conduit; and

123 a second valve located within the second junction and being selectable between a

124 second capture position and a second purge position, the second capture

125 position enabling gaseous flow between the first conduit and the adsorbent

126 chamber, the second purge position blocking gaseous flow between the first

127 conduit and the adsorbent chamber.

128

129 24. The canister of claim 23, wherein the second valve, in the second capture position,

130 blocks gaseous flow between the adsorbent chamber and the internal atmosphere conduit. 131

132 25. The canister of claim 23, wherein the second valve, in the second purge position,

133 enables gaseous flow between the internal atmosphere conduit and the adsorbent chamber.

134

135 26. A method of controlling an evaporative loss control system comprising a first conduit

136 coupled to an air intake duct of a combustion engine, the method comprising:

137 determining whether the combustion engine is operating; and

138 selecting, in response to determining that the combustion engine is not operating, a

139 capture position for at least one valve within the evaporative loss control system, the

140 capture position opening the first conduit to gaseous flow between a canister of an

141 evaporative loss control device and the air intake duct.

142

143 27. The method of claim 26, wherein the first conduit is coupled to the air intake duct at a

144 first junction and coupled to an atmosphere conduit of the evaporative loss control device

145 at a second junction and selecting the capture position for the at least one valve comprises

146 selecting an open position for a three-way valve located within the second junction, the

147 open position opening the first conduit to gaseous flow between the canister and the air

148 intake duct.

149

150 28. The method of claim 26, wherein the first conduit is coupled to the air intake duct at a

151 first junction and coupled to an atmosphere conduit of the evaporative loss control device 152 at a second junction and selecting the capture position for the at least one valve comprises

153 selecting an open position for a two-way valve located along the first conduit between the

154 first junction and the second junction, the open position opening the first conduit to

155 gaseous flow between the canister and the air intake duct.

156

157 29. The method of claim 26, wherein the first conduit is coupled to the air intake duct at a

158 first junction and coupled to an atmosphere conduit of the evaporative loss control device

159 at a second junction and selecting the capture position for the at least one valve comprises

160 selecting an open position for a three-way valve located within the first junction, the open

161 position opening the first conduit to gaseous flow between the canister and the air intake

162 duct.

163

164 30. The method of claim 26, wherein the first conduit is coupled to the air intake duct at a

165 first junction and coupled to an atmosphere conduit of the evaporative loss control device

166 at a second junction and selecting the capture position for the at least one valve comprises

167 selecting an open position for a first three-way valve located within the first junction and

168 selecting an open position for a second three-way valve located within the second junction,

169 the open position for the first three-way valve opening the first junction to gaseous flow

170 between the first conduit and the air intake duct, the open position for the second three-way

171 valve opening the second junction to gaseous flow between the first conduit and the

172 canister.

173

174 31. The method of claim 26, wherein the first conduit is coupled to the air intake duct at a

175 first junction and coupled to an atmosphere conduit of the evaporative loss control device

176 at a second junction and selecting the capture position for the at least one valve comprises

177 selecting an open position for a first three-way valve located within the first junction and

178 selecting an open position for a second three-way valve located within the second junction,

179 the open position for the first three-way valve opening the first junction to gaseous flow

180 between the first conduit and the air intake duct, the open position for the second three-way

181 valve opening the second junction to gaseous flow between the first conduit and the

182 canister.

RECTIFIED (RULE 91) - ISA/US 183

184 32. A method of controlling a canister within an evaporative loss control system coupled to

185 a combustion engine, the canister comprising an internal air intake conduit, an internal

186 atmosphere conduit, a first conduit coupled to the internal air intake conduit at a first

187 junction and coupled to an internal atmosphere conduit at a second junction, and an

188 adsorbent chamber coupled to the first junction and the second junction, the method

189 comprising:

190 determining whether the combustion engine is operating; and

191 selecting a capture position for the at least one valve at least in part by selecting an

192 open position for a first three-way valve located within the first junction and selecting an

193 open position for a second three-way valve located within the second junction, the open

194 position for the first three-way valve opening the first junction to gaseous flow between the

195 first conduit and the internal air intake conduit, the open position for the second three-way

196 valve opening the second junction to gaseous flow between the first conduit and the

1 7 adsorbent chamber.

RECTIFIED (RULE 91) - ISA/US